Internal combustion engine



May 8, 1934. E. F. ARBLASTER INTERNAL COMBUSTION ENGINE Filed Jan. 21,1933 [nven/ior czZ/zzrdlzbryaiez B MM 6. 220257 Aaame Patented May 8,1934 UNITED STATES P ATENT OFFICE Edward Francis Arb Western Aust 1933,Serial No. 652,902

Application January 21 3 Claims.

This invention relates to improvements in internal combustion engines.The improvements particularly concern the valve mechanism which is ofthe sleeve valve type. Existing sleeve valve mechanism has severaldisadvantages among which the most serious is that it is not possible toobtain really rapid acceleration.

The present mechanism is so arranged that full and very rapid exhaustport openings is obtained, a factor which, together with a free intake,enables rapid acceleration.

The invention consists broadly in the use of a rotary reciprocatingsleeve having a plurality of openings adapted to register at correctintervals with the exhaust and intake openings in the cylinder, drivingmeans being arranged so as to obtain maximum exhaust opening. To achievethe foregoing, the characteristic feature is that the sleeve isconnected to or has formed integrally therewith a spur wheel havingcomparatively long teeth oblique to the axis of the sleeve.

The foregoing and other features of the invention will readily beunderstood by reference to the accompanying drawing in which Fig. 1 isan elevation partly sectional showing the cylinder and driving means forthe sleeve. In this view the various exhaust and intake passages andwater jacket (if used) have been omitted for the sake of clearness.

Fig. 2 is a side elevation mainly sectional of a cylinder and itsassociated rotary reciprocating sleeve whilst Fig. 3 is a sectional planshowing half of two adjacent cylinders taken through the line of theexhaust passages. This view is merely to illustrate how the passages canbe arranged.

As shown in the drawing there is a cylinder 10 which, towards its upperend, has a plurality of exhaust and inlet ports equally formed aroundits circumference. The four exhaust ports are referenced 11 and the fourintake ports are referenced 12. It will be understood that these portsare permanently in direct communication with corresponding exhaust andinlet passages. Placed inside the cylinder 10 and adapted to movetherein to a regulated extent is a reciproeating and rotary sleeve 13.It is inside this sleeve that the piston (not shown) reciprocates in thenormal manner. The sleeve 13, near its end, is provided with a plurality(four) uniformly spaced valve openings 14. These valve openings 14, whenthey are in alignment with ports in the cylinder 10, are alternately allfunctioning as exhaust valve openings or all as intake valve laster,Mount Lawley, ra-lia, Australia openings. 13 has connected or formedintegrally on the outer periphery thereof a spur wheel 15 havingcomparatively long teeth which are oblique to the axis of the sleeve.The sleeve will also be provided with a spiral groove 16 for lubricatingpurposes. A further extension of the sleeve 13 is in the form of twoparallel circumferential collars 17 and 18, the space between which isin the form of a circumferential channel. Embracing or engaging thesleeve 13, either completely or partly around the groove formed betweenthe collars 1'7 and 18, is a thrust collar 19 which may, if desired,have friction reducing bearings interposed. This thrust collar 19extends to or is rigidly connected to a cross head 20. This cross headis fulcrumed to a short link or connecting rod 21 that engages a crankpin 22 and is so recip rocated from a cam shaft. A worm 23 engages anddrives the spur teeth 15 and is itself supported on the cam shaft 24that corresponds to the ordinary cam shaft and is driven in the sameratio, namely two to one.

The piston rod is referenced.25,.the exhaust passages 26 and the inletpassages 27.

There is a sealing ring 28 forming part of an extension of the headprojecting down into the cylinder so as to seal the valve openings 14when they are above the level of the ports 11 and 12.

The arrangement described operates as follows:-

In the first place the piston, inside the sleeve 13, reciprocates in thenormal manner. The sleeve itself is under two influences:It iscontinuously reciprocated by reason of its engagement by the thrustcollar 19 driven through the cross head 20. In addition, however, thesleeve 13 is rotated. This is effected directly by the driving influenceof the worm 23 and indirectly by the obliquity of the teeth 15. Therotation, or rotating influence, by means of the worm 23, naturallytends to be uniform. This uniform tendency to rotation is, however,either increased or decreased by the obliquity of the teeth 15. When thesleeve 13 is pulled down the effect is that the worm 23 is caused topartly function as a cam. In other words, if the worm was stationarywhen the sleeve 13 was pulled down such sleeve would be given a turningeffect to an extent equal to the obliquity of the teeth 15 for thedistance that the downward pull was exerted. Whilst the worm 23 isfunctioning as a cam when the sleeve 13 is pulled downward, at the sametime it is turning and so also functioning normal- Towards the other endthe sleeve 1y to turn the sleeve 13. In consequence, when the sleeve 13is being pulled downwardly the turning effect thereon is approximatelydoubled. On the other hand, when the sleeve 13 is pushed upwardly theeffect is to tend to turn the sleeve in the opposite direction by reasonof the obliquity of the teeth 15 and the cam effect on the worm 23,although this is neutralized by the turning effect of the worm.

The actual effect is, therefore, that when the sleeve is going upwardlythere is practically no turning effect on the sleeve. The effect of theforegoing is that when the exhaust stroke is about to commence the valveopenings 14 are above the exhaust ports 11 (see upper dotted outline inFig. 1) As the stroke proceeds the sleeve is pulled down andsimultaneously given a comparatively rapid turning movement so that thewhole four exhaust ports are uncovered rapidly. When the exhaust strokeis completed the valve openings 14 are in the position shown in thelower dotted outline in Fig. 1. The next movement of the sleeve 13 is anupward movement and it corresponds to the intake. This upward movementis, however, not accompanied by any appreciable turning effect aspreviously explained so that a valve 14 is in the position shown as dotdash outline in Fig. 1 at the end of the stroke. The relative shape ofthe intake ports 12 and valve openings 14 insures that adequate intakeopening is provided. During the next two strokes, that is to say, duringcompression and explosion, the sleeve 13 operates in a similar manner tothat previously explained except that now it is at a level above theports 11 and 12 and actually the valve openings are sealed by the ring28.

It should be noted that eight complete revolutions of the engine resultin one complete revolution of the sleeve 13.

In practice the sleeves 13 of a plurality of cylinders 10 will bearranged so as to be driven by the one shaft 24 and a number of worms 23and links 21.

It is to be understood that the means employed to drive the spur wheelhaving oblique teeth 15, attached or integral with the sleeve 13, arecapable of variation. Thus, it can be driven by means of a verticalpinion fashioned, of course, to correctly mesh with the teeth. In thiscase the only alteration involved will be difference in the drivingmeans although the normal ratio should be preserved.

I claim:-

1. In internal combustion engines a rotary and reciprocating valvesleeve having comparatively long teeth oblique to the axis of saidsleeve, coacting with a toothed member and additional means operativelyconnecting the valve sleeve with the said toothed member in such amanner that the rotation of the sleeve is increased when the sleeve isreciprocated in one direction and that the said rotation is retardedwhen the sleeve is reciprocated in the opposite direction, for thepurpose described.

2. In internal combustion engines a rotary and reciprocating valvesleeve having comparatively long teeth oblique to the axis of saidsleeve, coacting with a rotary worm and additional means operativelyconnecting the valve sleeve with the said rotary worm in such a mannerthat the rotation of the sleeve is increased when the sleeve isreciprocated in one direction and that the said rotation is retardedwhen the sleeve is reciprocated in the opposite direction, for thepurpose described.

3. In internal combustion engines a rotary and reciprocating valvesleeve having comparatively long teeth oblique to the axis of saidsleeve, coacting with a toothed member and a link connected to the valvesleeve and eccentrically connected to the said toothed member in such amanner that the rotation of the sleeve is increased when the sleeve isreciprocated in one direction and that the said rotation is retardedwhen the sleeve is reciprocated in the opposite direction, for thepurpose described.

EDWARD FRANCIS ARBLASTER.

